ATA 29 Summary

Wael El-Maghrabi A300-600 ATA 29, 32, 38

Summer 2013 Page 1 of 12

ATA 29 HYDRAULIC

GREEN BLUE YELLOW

Notes:

» All tanks can be pressurized with air in the same time or, individually by open the two other depressurizing valves, air pressure is 50 psi there is no separation between Hydraulic surface and air pressure.

» There are 5 Filters in Green System, 4 Filters in Yellow and 4 Filters in Blue » A limited leak permitted » Maximum allowable Servos to be disconnected at the same time are 2. » In case of electrical failure, we can service all systems manually » Sample valve on Servo control Manifold » If AIR OVHT appears: we have it on an ECAM, and switch PUMP LO » If the BLUE reservoir quantity decreased to less than 5 litres:

1. Hydraulic page on ECAM appears automatically plus:

2. Master caution with single chime

3. Reservoir low quantity message appears on ECAM

4. Pump low pressure

» If the YELLOW reservoir quantity decreased to less than 5 litres:

1. Hydraulic page on ECAM appears automatically

2. Master caution with single chime

3. Reservoir low quantity message appears on ECAM

4. Pump low pressure

5. Fire valve will close and reopens automatically after reservoir serviced, to

save Hydraulic quantity for RAT operating.

» The GREEN electric pumps are interchangeable

» The EDPs are interchangeable



» A priority valve closes automatically when the pressure drops below 1850 psi.

This allows saving pressure for the users which are not supplied through the

priority valve.

» Hydraulic relief valve operates at 3450 psi » Pressure reducing valve: is responsible to reduce Engine 1 pressure to 50 psi » PTU motor is electrically controlled by a blocking valve

» The only use for YELLOW Electric pump is to:

1. Pressurise the brake accumulator

2. Operating Cargo doors

» The hand pump will pressurize only the cargo doors system and no other part of

the YELLOW system

» The YELLOW Servo Controls Manifold can be pressurized by a RAT driven pump

(emergency configuration).

» The YELLOW reservoir includes a reserve of fluid accessible only to the RAT.

» Tests:

» The use of either handle will cause the RAT to be mechanically ejected into the airstream. “This is the only way to deploy the RAT”.

» AIR LIGHT “ON” + ECAM page + Master Caution light at 22 psi » AIR LIGHT “ON” + ECAM page + Master Caution light at 95o C ± 5



» When Pumps de-pressurized from LO PR switches, pumps pressure disabled but pumps are still cooled.

» After a fire shut-off valve closure the corresponding angina driven pump is no longer lubricated “HYD input is disabled”. Then, its lifetime is limited to 5mn.

» We have 5 Bladder-Type Accumulators, ONE for each system plus TWO brake accumulators.

» The Green ELEC Pumps are used mainly on the ground, for testing or pre-flight test procedures. They can also be used in flight to boost fluid flow or in case of failure.

» The Green ELEC PUMPS P/B switch on the overhead panel controls both pumps





» SERVO-CONTROL MANIFOLDS

» HIGH PRESSURE MANIFOLDS

» RETURN MANIFOLDS



FR 53 LH and RH

» The yellow Electric Pump and the Hand Pump are mounted on the aft wall of the

hydraulics compartment. » The hand pump lever is stowed on the aft wall close to the pump.

» The pump may be starting up by : 1. Placing the control valve

manual selector located near each cargo compartment door In OPEN or CLOSE position.

2. Pressing the PARKING BRAKE ACCU PRESS P/B “Charge Brake accumulators”



» RAT: The Ram Air Turbine and associated components are located in the root of the right wing (In the triangle made by the fuselage, wing spar box rear spar, and the landing gear leg when retracted).

» The hydraulically driven Stand-by Generator “CSM/G “is used to power the necessary equipment In the event of normal electrical generation failure, i.e.

1. Loss of the 2 IDGs. 2. Loss of one IDG and failure of the opposite engine.

» The CSM/G Is Installed In the main wheel well hydraulic compartment, its hydraulic motor is driven by the GREEN system. The pickup point is between the priority valve and the flaps and slats hydraulic motors



ATA 32 LANDING GEARS

Landing Gear

Landing Selector Valve:

The selector valve is located on the hydraulics compartment roof and serves to distribute Green hydraulic pressure to gear extension or retraction hydraulic lines or to connect the 2 lines to reservoir return.

Steering

Nose wheel steering is possible by means of a servomechanism mechanically controlled from the flight compartment and powered by Green hydraulic pressure tapped from the landing gear extension system via a selector valve.

In the absence of Green hydraulic pressure the aircraft can be guided using the Alternate differential braking system.

The steering control unit is fitted with a return accumulator which has to be discharged before opening any steering actuator supply valve.

» Free Fall cut out valve: Disconnects the system in case of gravity extension. » Gear Selector Valve: Supplies the steering as soon as the landing gear control

lever is in the DOWN position. » Steering selector valve: Is an electrically operated supply valve; it opens If the

conditions written here are fulfilled.

» Swivel Fitting: shut off the pressure when the nose gear is retracted.



Braking System

The 8 main gear wheels are equipped with multidisc brakes each operated by 2 independently supplied sets of pistons”7+7” ; one set supplied by the Green hydraulic system, the other by the Yellow hydraulic system assisted by 2 Brake Accumulators.

The 3 position BRK/A/SKID switch: NORM/ON, ALTN/ON, ALTN/OFF on the center instrument panel used in the event of:

1. Partial failure of the anti-skid system, or 2. Test the Yellow system (ALTN/ON) and, 3. If necessary, to deactivate the anti-skid system (ALTN/OFF).

Notes:

Engine Run-up Braking Push-button Switch:

A BRK FAIL light alerts the flight crew in the event of certain failures :

o Insufficient brake pressure during gear retraction. o Anti-skid system failure in flight prior to landing with gear down-locked.

Autobrake System: o The flight crew arms the system by pressing the LO, MED or MAX

pushbutton switch the ON legend of which comes on BLUE provided that Normal braking is operational and the accelerometer test correct.

Green System: o Normal Braking In flight Braking

Yellow System: o Alternate Braking Parking Brake

Brake System

Normal

Ground

Manual via The pedals

Auto by auto brake sytem

In Flight

Alternate

With Anti-Skid

Without Anti-Skid

Parking Brake

Normal PB "12 hrs"

ENG Run-Up Braking



Normal Braking System Components:

Selector Valve and Filter:

The selector valve supplies the normal braking circuit when energized.

Automatic Selector and Throttle Valve “Normal Mode”

Master Valves:

» It’s ON/OFF valve. » The master valve

operation is monitored by the BSCU, via two feedback pressure transducers located downstream of the master valve

Normal Brake Pressure Transducers

» Pressure transducers located downstream of the master valve

» A pressure transmitter provides pressure reading on the cockpit triple pressure Indicator.

Normal Brake Servovalves

» In normal braking, each brake pressure is controlled independently from its own normal servovalves.

» Only when Green System supply

Safety Valves

» Each servovalve is followed by a SAFETY VALVE. » This unit is used to cut off the line In case of high leakage. » A bleed screw allows resetting it.



Alternate Braking System Components

Automatic Selector and Throttle Valve “Alternate Mode”

…………

Dual Shuttle Valve

The dual shuttle valve is used to supply the brakes with an Intermediate pressure in parking brake mode.

Alternate Brake System Servovalves

When Yellow System supply

Safety Valves and Return Accumulators

» The return line of the brakes is fitted with a return accumulator. » This accumulator Is used to dump pressure peaks when releasing the brakes and

to maintain a low pressure In the line.

BSCU “Brake System Control Unit”

The BSCU receives braking orders either from the pedals or the autobrake.

Dual Distribution Valve

Notes:

1. Pitch Damper Actuator Must be checked: For Both Air and Oil.”12-12-32”

2. Parking brake CONTROL valve has a mechanical input system from a Barking

brake handle

3. Parking brake OPERATING valve has a hydraulic input.

4. Main wheel well has a cage contains all Brake system components. 5. Low pressure circuit servicing: Hydraulic and has a bleeding” J K ports”. 6. Landing gear lever to the UP position: at the test condition only 7. The LG door can be opened by: LG lever, free fall and ground handle 8. Landing gear Down Arrow is red in case: if the Landing gear is not down and

there is a landing configuration. 9. Free fall CAN be reset WITH NO Hydraulic Available 10. The Main LG retraction is fail “not complete” because off:

a. Damper actuator. b. Sensors c. Sequence valve

11. The BSCU is NOT response for Steering. 12. The Anti-Skid is complied with Normal brake. 13. The Hot indication comes ON if the TPIS sense high Pressure “FALSE”.



ATA 38 WATER & WASTE

» 2 service panels » 2 SOVs » 2 Tanks with total 400 Litres

Documents

ATA 29 Summary